Automobile cooling system.



H. F. GUG GEN HEIM. AUTOMOBILE cooums SYSTEM. APPLICATION. FILED JAN. 1 3, 1915- RENEWED DEC. I7, 1918.

L29A49 Patented Feb.18,1919.

4 SHEETS-SHEET I.

WITNESSES Y I I INV EIVTORI W.

H. F. GUGGENHEIM. AUTOMOBILE 'coou'wa SYSTEM.

APPLICATION FILED JAN. 13. 1915. RENEWED DEC 17,1918.

Patented Feb. 18,1919.

4 SHEETS-SHEET 2 ATTORIVEYJ.

. WITNESSES %.Q M 34 H. F. GUGGENHEIM.

AUTOMOBILE COOLING SYSTEM. APPLICATION FILED JAN. 13, 1915 RENEWED. use. H.1918.

1,2943%, Patented Fb.18, 1919.

4 SHEETS SHEET 3.

L y Ana/MY;

H. F. GUGGENHEIM.

AUTOMOBILE COOLING SYSTEM.

APPLICATION HLED MN :3. 19m. RENEWED 'DEc. 17.1918.

LQMAQQE Patented Feb. 18, 1919.

4'SHEETSSHEET 4.

TV A 31 72 4 294g? WITNESSES 33 INVE/JTOR.

6' 25 v r if %.Z.M i 10 BY E tin-ra n snares in? ornrcn HARRY F. G UGGENHEIM, OF NET/V YORK, N. Y.

AUTOMOBILE COOLING sYs'rEM.

Specification of Letters Patent.

Patented Feb. 18, 1919.

Application filed January 13, 1915, Serial No. 1,984. Renewed December 17,1918. Serial No.-267,209.

T all whom it may concern Be it. known that I. HARRY F. GUGGEN- HEIM, a citizen of the United States, residing in the borough of Manhattan, city, county, and State of New Y vented certain new and useful Improvements in Automobile Cooling Systems; and Ido hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use'the same.

The present invention relates to watercooling systems for automobiles, and particularly to the avoidance of freezing of the water within the system, in cold weather, during temporary stoppages of the automobile, of greater or less extent, in the open air, or during temporary storage (as, for instance. over night) in an unheated garage or the like.

More specifically one of the objects of the invention is to provide a tankwhich may be placed in communication with the automobile cooling system (of either the forcedcirculationtype or the thermo-siphon type), into which tank all of the cooling liquid may be drained, leaving the entire cooling system free of liquid, the tank being adapted to maintain the liquid for a sufficiently long period of time, in a heated state. Another object of the invention is to provide means for causing the liquid which has drained into the tank to returnt-herefrom to the cooling system when it is desired to re-fill the latter. If the cooling system is of the forced-circulation type, it will merely be necessary to raise initially a sufiicient amount of the liquid from the tank to the cooling system to prime the circulating pump, after which, if desired, the refilling of the cooling system may be accomplished by means of the pump alone.

Another object of the invention is to provide means for introducing some of the heated liquid from the tank into the waterjacket of the carbureter before starting-the engine in order to heat the carbureter so that carburation will take place immedi ately.

In the accompanying drawings,

Figure 1 is a view partly in side elevation and partly in section showing one embodiment of the invention in connection with an ork, have in- Fig. 3 is a sectional view taken on the' line 33 of Fig. 2;

Figs. 4:, 5 and 6, are diagrammatic views showing the three-way valve in its circulating, draining and priming or re-filling pos'itions respectively;

Fig. 7 is a view similar to Fig. 1, showing the invention in connection with a cool ing system of the thermo-siphon type;

Figs. 8 and 9, l0 and 11, 12 and 13, and 14 and 15, are views corresponding generally to Figs. 1 and 7 respectively, but illustrating further modifications of the invention;

Fig. 16 is a view generally similar to Fig. 1, and showing in addition thereto a waterjacketed carburetor and means for heating the same prior to the starting of the engine.

Similar numerals of reference indicate similar parts throughout the several views.

Referring to Fig. 1, of the drawings, 1

represents a water-jacketed engine of any suitable type. The upper portions of the water jackets are connected by a pipe 2 with the upper portionof a radiator 3, whose lower portion is connected to the lower portions of the water-jackets by a pipe 1, in which pipe a circulating pump 5 is interposed. The water-jackets, the radiator, and the interconnecting pipes including the pump, form the usual and well known cooling-system of the forced-circulation type, being normally filled with a cooling liquid, such as water, which is forced to circulate through the system in the well known manner while the engine is running. Interposed in the pipe 4, at the lowest point of the cooling system is a. three-way valve, the construction, purpose and operation of which will be hereinafter fully described.

Below the level of the three-way valve 6 is a drain tank 10 into which extends a pipe 11, whose lower endterminates adjacent the bottom of the tank 10, and whose upper end is operatively connected to the three-way valve 6. The tank 10 is of sufficient capacity to receive all of the liquid from the cooling system, and in order to maintain the Iii] liquid in its heated state the tank provided with an inner wall 12, forming with the outer wall, a chamber 13 from which the air may be exhausted, thereby forming vacuum which will effectually insulate the liquid in the tank from the atmosphere. .lt will, of course, be understood that the chamber 13 may be filled with any suitableinsulating material if desired without departing from the spirit of the invention.

The three-way valve 6, which may be of any suitable construction is shown in Figs. 2 and 3, as comprising a casing 1 provided with openings 15, 16 and 17, which communicate respectively with the pump 5, the radiator 3 and the pipe 11. ll ithin the casing is rotatably mounted a valve-plug 18 having intercommunicating ports 19, 20, 21, 22 and 23, the port 23 being so proportioned that it will register with the opening 15 in the valve casing in all operative positions of the valve plug. The valve-plug may be rotated from the chauffeurs seat in any suitable manner, as by means of a lever naving a handle at one end and having its other end connected by a rod 25 to an arm 26 secured to a stem 27 on the valve plug.

VZhen the valve-plug 18 is in its normal or circulating position, as indicated in Fig. 4, the port 23 is in communication with the pump 5, and the port 19 is in communication with the radiator 3, the other ports being closed, from which it will be clear that the liquid will circulate through the cooling system. If it is desired to drain the liquid from the cooling system, the valveplug is rotated to occupy its second or drain ing position, as indicated in Fig. 5, in which the port 23 remains in communication with the pump, and the ports 20 and 21 communicate with the radiator and the pipe 11 respectively. When the plug is in this position it will be evident that all of the liquid will drain from the cooling system into the tank. Wilhen it is desired to re-fill the cooling system, the valve-plug is rotated to occupy its third or re-filling position, as indicated in Fig. 6, in which the port 23 remains in communication with the pump and the port 22 communicates with the pipe 11, the remaining'ports being closed. W hen the valve-plug is in this position the liquid may be caused to flow from the tank into the cooling system, as hereinafter described. As the liquid flows into the cooling system, the air escaping therefrom through the auto= matic valve 29 will make a hissing or whistling sound, and, therefore, the cessation of this sound will serve to indicate that the system is filled and that the valve plug 18 should be turned to its circulating position. If desired a sight gage 30, consisting of a glass tube connected at its lower end to the cooling system by pipe 31, may be mounted in the body of the automobile to furnish i, that the cooling is nlled, it being 01 course underthe upper end of the tube 30, v i r is vented to the atmosphere, is above the highest pointof the cooling system.

The engine exhaust pipe 32 is connected to the tank 10 by a pipe 33 and is provided, at a point beyond the point of connection of the pipe 33, with a normally open valve 3% preferably connected to the lever 24 by a rod 35, the connection betweenthe rod and the valve bein of the lost-motion (or slot and pin) type, as shown, and so constructed that the valve 3% will be moved to its closed position only when the valve plug 18 is in its third position shown in 6. It will, of course, be understood that, if desired, the valve plug 18 and the valve 3 1 may be arranged to be operated independently of one another without departing from the spirit of the invention. i /hen the valve 3% is open, the exhaust gases will pass through the pipe 32 and be discharged into the atmosphere in the usual manner,

but when the valve is closed or partially closed, the exhaust gases or a portion thereof, as the casemay be, will be forced to pass through the pipe 33 into the tank 10, thereby increasing the pressure upon the liquid in the tank and forcing it to rise through the pipe 11, to prime the pump 5, which thereupon fills the cooling system. A safety valve 36, of any suitable type, may be connected to the tank 10 to prevent ex cessive pressure therein.

The operation, which should be largely obvious from the above description, is as follows:

Under normal running conditions, the: valve plug 18 being in the position shown in Fig. 4, the liquid will circulate throughout the cooling system in the usual manner. If, during cold weather, the engine is to be stopped for such length of time that there is danger of the liquid freezing, the chauffeur will, by means of the lever 24, move the valve-plug to occupy the position indicated in Fig. 5, thus permitting all of the liquid contained in the cooling system to drain therefrom into the tank 10, in which it will remain heated by reason of the insulating chamber 13. The air in the tank will pass therefrom through pipe 33 into the exhaust pipe 32, the valve 34 remaining open during theunovement of the lever 2% by reason of the loose connection between the valve and the rod 35. When it is desired to start the engine again, it will of course be necessary to re-fill the cooling system, and, in order to accomplish this, the chauffeur will actuate the lever 24: to move the valve-plug into the position indicated in 6, and simultaneously therewith, the valve 3% will be closed or partially closed. The engine is now started, and as the exhaust gases therefrom are compelled to pass wholly or in part through the pipe 33 into the tank 10, the pressure upon the liquid in the tank will be increased and the liquid will be forced to flow upward through the pipe 11 into the cooling system' and will prime the pump 5. When sufficient liquid has been forced into the cooling system to prime the pump 5, the latter will, of course, assist in the re-filling of the system, "or, if desired, the valve 34 may be opened as soon as the pump is primed, in which case the re-filling of the system will be accomplished by the pump alone.

Referring to Fig. 7, in which the invention is shown in connection with a cooling system of the thermo-siphon type, the operation is the same, except that the entire re-filling of the system must be done by the exhaust gases, in view of the fact that there is no circulating pump interposed in .the'

pipe 4.

Referring to the modification shown in Fig. 8, the necessary pressure within the tank is obtained by means of a hand operated air pump 40 which is connected to the tank by a pipe 41 in which there is interposed a two-way valve 42 adapted to place the tank in communication with the air pump, or with the atmosphere through the outlet 43. The valve 12, which normally places the tank in communication with the atmosphere, is loosely connected to a rod 44, which is connected to the lever 24, in such a way that it will be moved to occupy its alternate position when the valve-plug 18 is in its refilling position. In the alternate position of the valve 42 the tank will be placed in communication with the air pump 10, whereby, on operating the pump, air will be forced into the tank causing the liquid therein to pass into the cooling system. As soon as enough liquid has passed into the system to prime the circulating pump, the latter alone may be relied on to refill the system if desired.

Referring to Fig. 9, the operation is as described with respect to Fig. 8, but the refilling of the system, in this instance, will be accomplished entirely by means of the air pump.

The modification shown in Figs. 10 and 11 are similar'to the embodiment of the invention shown in Figs. 1 and 7. respectively, with the exception that the pipe 45, which is' connected to the exhaust pipe 32, is connected to an injector 46, which is connected to the pipe 11 and l, and by means of which the liquid will be drawn from the tank and forced into the cooling system. The tank 1s provided with a vent 47 to permit the escape of air therefrom as the liquid drains into the tank.

The modifications shown in Figs. 12 and 13, are similar to those shown'in Figs. 8

and 9, respectively, with the exception thata mechanically operated air pump 48 is employed instead of the hand operated air pump 40.

The modifications shown in Figs. 14: and 15, are similar to those shown in Figs. 12 and 18, with the exception that a reservoir -19 containing compressed air is employed in place of the air pump 48. In Fig. 15 there is shown a modified form of drain tank 50 in which the liquid is maintained in its heated state by an electrical resistance coil 51, through which a current of electricity is adapted to flow, the circuit being controlled by a suitable switch 52, The resistance may conveniently consist of a. suitable coil of. heated liquid through the carbureter jacket. In order to heat the carbureter to provide for immediate carburation when it is desired to start they engine after having drained the liquid from the cooling system, a pump 56 is provided, which is operated by a handle 57 accessible to the chauffeur, so that, by means of the pump, heated liquid from the tank 10 may be drawn up through pipe 58 and forced through pipe 59 into the water jacket of the carbureter, which will be completely filled by reason of the fact that the outlet pipe 55 is provided with an upwardly bent portion indicated at 60, the highest point of which will be on a level with, or slightly above the level of the top of the water-jacket. To provide for the drainage of the carbureter water-jacket and its associated parts, the carbureter waterjacket is connected to the pipe'58 by a pipe 61 in which is located a. normally closed valve 62 which may be opened by means of a handle 68. Upon opening this valve, the liquid in the pipe 54:, the carbureter waterjacket, and in a portion of the pipe 55' will drain through pipes 61 and 58 into the tank, and the liquid in the other portion of pipe 55 will drain into the tank through pipe 11.

It is characteristic of the present inven tion that the tank, into which the liquid of the cooling system is drained is independent same time, provision is made for nevertheless draining the entire supply of cooling liquid into theheat-insulated tank when the occasion arises for protecting the liquid against freezing. From the tank the liquid may be restored to fill the circulatory system (and to heat the carbureter jacket when desired) when the engine is to be again started up, whereupon the drain tank can be absolutely cut out of the circulatory system, which is thus'restored in its entirety to its point of highest efficiency.

Itwill be noted further that, in warmer weather, if desired, the tank may carry an additional supply of cool water, which may be used to take theplace of the original supply in the circulatory system whenever it may become desirable to'cool down the engine. So also, in starting the engine from a cold-condition and with cold water in the circulatory System, the construction herein shown permits the water of the circulatory system to be withdrawn into the tank, so that it will not retard the warming up of the engine.

What I claim is:

1. In an automobile, an engine, a cooling system therefor through which the cooling liquid is adapted to circulate, a tank to drain the liquid. from said cooling system,

said tank being provided with means for preventing freezin of the water received therein, means for placing said tank into and out of communication with said cooling system, and means for creating a back pressure from the engine exhaust to cause the drain the liquid from said cooling system,z

said tank being provided with means for preventing freezing of the water received therein, means for placing said tank into and out of communication with said cooling system, an exhaust pipe leading from the engine, a pipe connected to said exhaust pipe and communicating with said tank, and a throttle valve in said exhaust pipe at a point beyond the connection of said second pipe therewith; substantially as described.

3. In an automobile, an engine, a cooling system through which cooling liquid is adapted to circulate, a carbureter provided with a water jacket connected to said cooling system, a tank provided with means for preventing freezing of liquid therein, means for draining all of the liquid from the cooling system and from the water jacket into the tank, means for restoring the liquid from the tank to the cooling system, and independent means for introducing liquid from the tank into the water jacket of the carbureter; substantially as described.

In testimony whereof I ailiX my signature, in presence of two witnesses.

nanar r. eneenitnnna.

lVitnesses E. A. Corrnmn SMITH, EDMOND A. GUGGENHEIM. 

